http://ozreport.com/forum/viewtopic.php?t=38010
Carnage in Annecy
Davis Straub - 2014/06/27 15:32:27 UTC
One after another
The Worlds with over 100 pilots are being held along with the regular paraglider and hang glider traffic at Annecy. So today we had a German ATOS pilot collide with a paraglider midair.
But if an Atos had collided with another Atos that wouldn't have been because the Worlds with over a hundred pilots were being held along with the regular paraglider and hang glider traffic at Annecy.
Both deployed their chutes and are okay.
Then we had a paraglider spiral into the LZ. He's still alive.
Then we had a Russian girl (not Julia) slam into a light post at the paraglider bomb out field, fall to the road below. She's okay.
Be sure that your sprogs are set correctly.
http://ozreport.com/9.032
The Worlds - weaklinks
Rohan Holtkamp - 2005/02/07
After viewing video evidence of the entire flight, even a 80kg weaklink would have made little difference. His actual weaklink did test to be stronger than 180kg, but that was not the primary cause of his accident. Release failure was, same as Mike Nooy's accident. A full lockout can be propagated with less than forty kg of tension. Read "Taming the beast" on our website and/or come have a look at the video if you doubt this in any way.
http://ozreport.com/9.009
2005 Worlds
Davis Straub - 2005/01/11
Rohan Holtkamp did an analysis of the accident, in particular the bridle and weaklink, which never broke. The weaklink was caught on the release mechanism, a standard spinnaker release found on bridle systems used at Lookout Mountain, Moyes, Wallaby Ranch, and Quest Air. The release clamp has an arm that is thicker at the release point and this held onto the weaklink which consisted of multiple loops of thick line. This type of release mechanism has been banned (at least for a short while) from the Worlds at Hay.
And in the meantime and after the three day penalty ban on the Bailey designed release mechanism expires be sure that...
http://ozreport.com/12.081
Weaklinks - the HGFA rules
Davis Straub - 2008/04/22 14:47:00 UTC
Pilots must use weaklinks provided by the meet organizers and in a manner approved by the meet organizers. All weaklinks will be checked and use of inappropriate weaklinks will require the pilot to go to the end of the launch line to change the weaklink.
Weaklinks will consist of a single loop of Cortland 130 lb. Greenspot braided Dacron Tolling line and should be placed at one end of a shoulder bridle.
http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Davis Straub - 2011/08/28 15:26:28 UTC
Then again, Russell Brown had us double up behind him after six breaks in a row at Zapata. We couldn't figure out why we had so many breaks so quickly. Maybe just coincidence.
http://ozreport.com/18.115
2014 East Coast Championship
John Claytor - 2014/06/13 16:42:43 UTC
I pushed out to release myself and the glider from the cart. At this point the angle was increasing and the right wing tip hit the ground. My head was at about chest high, accelerating in what could be described as a low level lock-out, with no good control. I saw that I was going to hit the ground nearly head first and balled-up for impact.
...you use an approved Davis Dead-On Straub lockout protector.
http://ozreport.com/pub/images/fingerlakesaccident2.jpg
http://ozreport.com/pub/images/fingerlakesaccident3.jpg
Stephane Malbos - 2014/06/27 16:44:15 UTC
Carnage... Very subtle... Thanks for your support.
Davis Straub - 2014/06/27 21:40:24 UTC
Did I forget to mention the two major accidents on day one?
Probably not, Davis. But I didn't see any posts titled "Carnage on the Delmarva Peninsula" coming out of this year's ECC.
Stephane Malbos - 2014/06/28 07:49:28 UTC
Your Carnage title is worthy of the worst of the trash press.
So how long have you been reading the crap Davis publishes - and allows to be published?
It's having the organisation here laugh quite a bit : pilots were so happy with the Carnage day task. Truth does not interest you, only the buzz, whatever it takes to get it.
Truth is whatever Davis finds convenient to define as truth.
I won't go through the description of the Carnage here since day 1 and its reasons. Just be aware that when asked today at their meeting if they thought that the competition was in any way unsafe, team leaders were unanimous that it was not. They also applauded the good work done by the volunteers here and laughed when I reported on your comment on the volunteer dinner table.
The conclusion of this was offered by one of the team leaders: never wrestle with a pig, you both get dirty and the pig loves it.
So this is it for me, Davis, no more comment on any of your post, I am turning the Oz report off.
Don't do that. We need as many people as possible monitoring the motherfucker and documenting the contradictions, lies, hypocrisy.
Davis Straub - 2014/06/28 14:24:29 UTC
Gee, I hope that the German Atos pilot who suffered when the wires on his crashed glider pressed on his throat and will require surgery hears you.
And I haven't written even worse stories about the competition because I am told things under confidence.
But of course for that to happen some other piece of shit would have to be on speaking terms with you.
Graeme Henderson - 2014/06/28 22:15:54 UTC
I thought pilots were responsible for their person safety when flying.
- And swimming.
- But only Davis gets to dictate what towing equipment they will use - coincidentally the towing equipment he and his sleazy motherfucker friends sell.
If people are not capable of flying in strong conditions then they should stay on the ground.
Then why have meet heads making go / no go calls on the days?
Pilots who are not capable of flying in in strong conditions but who do fly and who then get hurt should lose their ratings and be sent back to the training hill.
How 'bout the assholes who signed their ratings off in the first place? You sign off a rating you're vouching for the person's understanding of theory, skills, proficiency, judgment. How come USHGA presents Steve Wendt and Instructor of the Year Award and does NOTHING by way of comparable recognition when one of his students runs off a cliff without his glider a few months later?
After all, Tom's crash at the ECC...
Did I miss one? I heard about the crashes of Dan, Joe, and a couple of Johns but no Tom. Maybe that was something told to Davis in confidence?
...was not Straub's fault...
But if things had gone swimmingly Davis would've been congratulated for running such a safe and fun competition.
Tom thought he was qualified but in the end it turned out he didn't know the things advanced pilots are expected to know.
- Who the fuck is Tom? Are you talking about Joe?
- It turned out Joe didn't know the things Hang Ones are REQUIRED to know.
- Yeah, he DIDN'T know the things Hang Ones are REQUIRED to know. So how come neither you nor any other of you motherfuckers is talking about a revocation of Steve Exceptionally-Knowledgeable Wendt's instructor certifications?
He refuses to teach the required hook-in checks, at least two of his products have run off launch minus their gliders, one was a fatal solo, one was a near fatal tandem that went into the powerlines, he didn't engage in ONE WORD of the resulting discussions that exploded all over the web or have any response to or adopt any of the recommendations from a major magazine article that appeared in response to the fatal, and everybody continues to treat him - as they always have - as the greatest thing since sliced bread.
Luckily he knows that now.
LUCKILY? With Sunny, Adam, Davis, everybody and his dog watching the crash real-time and an excellent publicly available video LUCKILY is the best we can do?
http://ozreport.com/forum/viewtopic.php?t=37786
Joe on plowing
Graeme Henderson - 2014/06/17 06:09:41 UTC
Wind shadow
When growing trees for windbreaks on farms the rule of thumb was that the benefit was ten times the height of the hedge. Now that varies from a flying point of view as wind speed and lapse rate have quite dramatic impacts on the density of the wind. Also the density of the tree line. However it is a good place to start, closer than ten times the height and you have to start calculating things.
You might try balloons and or soap bubbles and or smoke at a site to give you an indicator of what it looks like in reality. You will also get an idea just walking around with a wind indicator on a stick. And then you could consult the Dennis Pagen books, his advice and sketches on things like this kept many of us from learning the hard way.
Good luck,
Graeme
He was too fuckin' slow, Graeme. HE, after much ignoring of the few people with functional brains...
Joe Schmucker - 2014/06/16 02:14:13 UTC
I think that you guys are right. It had nothing to do with rotor...
I was in wind shadow and I did not have enough airspeed after I made my ninety degree turn. WOW. It seems so obvious now!!!! I basically stalled and hit the ground.
...eventually figured that out. I don't see one word in your idiot post about speed. And coming in as he did things could've still been pretty ugly if the there hadn't been so much as an upwind sapling within ten miles.
Just because you are in a competition does not remove your responsibilities as pilot in control of an aircraft.
The ECC was a TOW meet, Graeme.
http://www.chgpa.org/forums/viewtopic.php?f=2&t=3600
Weak link question
Jim Rooney - 2008/11/24 05:18:15 UTC
Well, I'm assuming there was some guff about the tug pilot's right of refusal?
Gee, didn't think we'd have to delve into "pilot in command"... I figured that one's pretty well understood in a flying community.
It's quite simple.
The tug is a certified aircraft... the glider is an unpowered ultralight vehicle. The tug pilot is the pilot in command. You are a passenger. You have the same rights and responsibilities as a skydiver.
It's a bitter pill I'm sure, but there you have it.
Until the Davis Link increases the safety of the towing operation by dumping the glider back into the runway the only PILOT In CONTROL of anything is the one at the FRONT end of the string. So how come nobody's talking about pulling the rating of the asshole - hopefully Jim Keen-Intellect Rooney - on the Dragonfly who's one hundred percent responsible for slamming John Claytor in?
And it sounds to me like you're saying the fuckin' meet heads have ZERO responsibility for any carnage that happens on their watch. So then, in that case...
- What was Davis's point in stacking a "Safety Committee"?
- Why did Davis's Safety Committee decide that launch conditions were perfectly safe prior to John Claytor - apparently through zero fault or misjudgment of his own - slamming in and bending his neck and immediately afterwards decide that the identical launch conditions were unacceptably dangerous?
Try it! Ricsi
